Engine



April 30, 1935. J M, STOUT 1,999,520

ENGINE Filed May 6, 1931 2 Sheets-Sheet l INVENTOR.

14 J5sep77 M. 576L175. BY I.

ATTORNEY.

April 30, 1935. J. M. STOUT 1,999,520

ENGINE Filed May 6, 1951 2 Sheets-Sheet 2 A TTORNEY.

Patented Apr. 30, 1935 7 1,999,520

UNITED STATES PATENT OFFICE ENGINE Joseph M. Stout, Detroit, Mich.,assignor to Continental Motors Corporation, Detroit, Mich., a.corporation of Virginia Application May 6, 1931, Serial No. 535,320

21 Claims. (Cl. 123-73) This invention relates to internal combustion llbeing provided for this purpose. The engine engines and has particularreference to engines is provided with a sealed or closed crankcase l2 ofthe two stroke cycle type although'many of providing a compression spacel3 for the fuel the important features of novelty of our invenmixture, acrankshaft It being mounted in the 5 tion may be used equally well withengines opcrankcase and provided with a crank l5 actu- 5 erating onother cycles such as the customary ated by connecting rod l6 actuated bypiston Il. four stroke cycle type, The cylinder I0 has one or more airintake My said invention has among its objects the ports I8 suppliedwith air by a conduit IS, the provision of an eng ne of the characterreferred quantity of air pa sing therethrough being reg- 10 to, which isvery efficient in its operation and ulated by a throttle valve 20controlled b" a 10 which may be manufactured at relatively low lever atuat d from a y Convenient Delhi? cost. A further object of my inventionresides, manually or otherwise. The cylinder is also proin its morespecific aspects, in the provision of vided with one or more exhaustports 22 for conan engine of the crank case compression type ductingengine exhaust gases to the exhaust outwherein improved engineperformance is oblet pip A pa P 24 is located in the 15 tamed, cylinderhead 25, the igniting terminals as ex-- A further object of my inventionresides in tendin t the o bustion chamber 2?- the provision of a, novelfuel feeding and con- Piston It is provided with the customary trollingmeans having an improved efficiency; scavenging baffle 28 adapted todeflect the inan engine wherein power output may be concoming chargefrom crankcase R3 to chamber 20 trolled by regulating the amount of airintro- 27 by Way Of th y d t s e pas e 9. duced to the engine, theamount of fuel injected Referring o Figures 5 and t Will b ot beingautomatically responsive to the air throtthat t crankcase carries a fuelinjection ptling or governing mechanism. paratus A which comprises amovable cylinder as- Further objects and advantages of my invensembly 30having a fuel injecting nozzle 36 and 5 tion will be apparent as thisillustrative descrip- O ifice 32, this structure being mounted on a tionprogresses, reference being made to the acdiaphragm 33 ecured betweenthe crankcase companying drawings wherein I have illustrated n h ho in34 f r he pp u A. Wi hin the salient features of my invention inconnecthe nozzle portion 35 S c d a Sp 36 30 t t an engine of t t strokecycle t mally seating a ball valve 31 so as to close the 30 in which;opening 38 between the fuel chamber 39 in the Figure 1 is a sectionalelevation view through Cylinder and ttle The housing 31% e the enginewith the ports positioned during fuel C s y de 0 d pp a fuel intake pinjection, 40 having a fuel intake passage 4! through which Figure 2 isa corresponding vi w showing th liquid fuel such as gasoline isconducted from a 35 ports positioned for fuel mixture transfer from uitle tank (not shown) or other source of Cal the crankcase to thecombustion chamber, p y- The P p W is Pt With an inner Figure 3 is acorresponding view showing the p tio 42 exte din within the outer end ofports positioned for fuel mixture ignition, yli r 30 an f min a pi n fixo sin 40 Figure 4 is a detail elevation view showing the 35 as W ll bete ppa e The passage M 40 engine crankcase, within the piston 42 isnormally closed by a ball Figure 5 is an enlarged sectional view of theV ve 4 urged to its se t y a Spring 44 Within the fuel injectionmechanism during injection, enlarged Passage 45 Which Conducts th u f omFigure 6 is a corresponding view just subsepass e M to Cylinder ChamberA p 66 45 quent to fuel injection, and acts against the fixed casing 34at one end there- 40 Figure 7 is a view corresponding to Figure 1 of andat its other end acts against a packing illustrating a modifiedarrangement of the fuel member 47! whereby the desired amount of Pinjection nozzle and associated parts, sure is placed on the packingmaterial 48 so as to Referring to the drawings the engine illusp v nt esap of fu from yl d r 0 p st p strated is provided with one or morecylinders Ml to I O der to vent the chamber 49 within 50 and for thepurpose of illustration the descripa ing 34 and t c nd ny v p riz d fuelwhich tion will be limited to an engine of the single might escape pastpacking 48, I have provided cylinder type, it being understood that anynumvent openings 50. It will be noted that nozzle ber of cylinders maybe incorporated. This cyl- 3| is directed upwardly into the skirt 5| ofpisinder is illustrated for air cooling, cooling fins ton i1 whereby thefuel will be ejected against the relatively hot head of the piston toassist rapid and eflicient vaporization of the fuel.

In the operation of the engine with the parts in the position shown inFigure 1, the piston is approaching the end of its power stroke, movingdownwardly just prior to uncovering the exhaust port 22 and thereafterpassage 29. When the piston moves to the position shown in Figure 2 thepassage 29 is just being uncovered to admit fuel mixture into thecombustion chamber 21 and the exhaust gases are being simultaneouslypassed through port 22. As the piston moves upwardly to the position inFigure 3 port 22 and passage 23 are closed, the new charge is compressedand fired near the top dead center position of Figure 3 at which timethe suction created in crankcase chamber l3 due to the upwarddisplacement of the piston draws air through port l8 at that timeuncovered by the piston skirt 5|.

Regarding the fuel injection and control therefor I will assume thecharge fired with the position of the ports in Figure 3, the piston thenmoving downwardly closing air intake port I8 and compressing the airtrapped within chamber l3. At a predetermined position in the downwardtravel of the piston the air pressure will be sufficient to overcome theaction of springs 46 and 52 which jointly tend to urge the cylinderassembly 30 away from piston 42 and when this pressure is reached theaction of the pressure on diaphragm 33 will cause the diaphragm andcylinder assembly to move from the position illustrated in Figure 2 orFigure 6 to the position illustrated in Figure 1 or Figure 5, therebyforcing the fuel trapped in chamber 39 past the valve 3'! which isthereby unseated against its spring 36, the fuel being ejected into thecompressed air from nozzle orifice 32 toward and against the under face53 of the piston head 54. The fuel will thus be ejected until the pistonmoves sufficiently to uncover passage 29 at which time the pressure inthe chamber l3 will be relieved and the fuel mixture therein will passthrough passage 29 into the combustion chamber as hereinbefore stated.

When the pressure in the chamber l3 has been thus relieved, thediaphragm 33 and cylinder assembly 30 will be restored to the positionin Figure 6 by springs 46 and 52, whereupon spring 36 will seat the ballvalve 3'! and the suction produced by this movement of cylinder 30 willcause the ball valve 43 to unseat against its spring 44 thusreplenishing the fuel in cylinder chamber 39 from the supply line 4|.

In order to limit the inward movement of diaphragm 33 I have provided acage 55 which forms an abutment for the diaphragm flange portion 56. l

The force or v lue of springs 46 and 52 determines the initial, load ondiaphragm 33 and this load should of course not exceed the pressurereached by the air during the air compression cycle for the position ofthe throttle valve 20 when the latter is set for the smallest amount ofload on the engine. Thus when the engine is idling, the smallest) amountof air will be introduced to the chamber I3 and for such condition thepressure developed in the chamber l3 should be suflicient to actuatediaphragm 33 so as to obtain the fuel injection. With such a conditionthere will be only a relatively small amount of fuel injected since thepressure developed in the crankcase chamber will occur at a relativelylate period in the downward movement of this piston. This providesautomatic regulation of the quantity of fuel injected in proportion tothe setting of the air intake throttle valve 20. Thus when the throttlevalve 20 is set for the introduction of a larger quantity of air to thechamber l3, it will be apparent that the air pressure necessary toactuate the diaphragm 33 will be developed at an earlier period in thecycle of downward movement of the piston whereby a correspondinglygreater amount of fuel will be injected into chamber I3.

Referring to Figure '7 I have disclosed a modified position for theinjector nozzle 3| which is directed toward the disc face 51 of thecrankshaft I 4. All other parts are as previously described and theoperation is the same except that the fuel is injected toward face 51instead of toward the piston face. In Figure 7 the action of disc face51 rotating will whirl or throw off the fuel into chamber l3 providingfor good fuel distribution into the surrounding air.

The engine may be lubricated by the introduction of lubricating oil intothe fuel at its source of supply or any separate oiling system may beprovided as desired.

While I have shown and described my invention in detail for purposes ofillustration I desire it understood that I do not limit my invention tothe specific arrangement or construction shown, as various modificationswill be apparent within the scope of my invention as defined in theappended claims.

What I claim as my invention is:

1. In an internal combustion engine having a cylinder with associatedpiston and closed crankcase, air supply means for the crankcase, fuelinjection means for the crankcase, and means responsive to compressionof the air within the crankcase for causing operation of said fuelinjection means.

2. In an internal combustion engine having a cylinder with associatedpiston and closed crankcase, air supply means for the crankcase, fuelinjection means for the crankcase, and means responsive to compressionof the air within the crankcase for causing operation of said fuelinjection means, and a sparking device for firing the fuel and airmixture in the cylinder.

3. In an internal combustion engine having a cylinder with associatedpiston and closed crankcase, air supply means for the crankcase, fuelinjection means for the crankcase, and means responsive to compressionof the air within the crankcase for causing operation of said fuelinjection means, and a passage controlled by movement of the piston forpassing the fuel mixture to the cylinder.

4. In an engine having a closed fuel and air mixing chamber, a cylinderhaving an air intake port and an exhaust port, a piston controlling saidports, a passage between said mixing chamber and said cylinder alsocontrolled by the piston, fuel supply means for said chamber responsivein its operation to air pressure developed in said chamber by saidpiston.

5. In an internal combustion engine having a crankcase, a cylinder andpiston associated therewith, said cylinder providing a combustionchamber, means introducing air to said engine crankcase, and meansinjecting fuel to said engine against a relatively hot surface thereof,said surface being separated from the combustion chamber and open to thecrankcase.

6. In an internal combustion engine having a crankcase, a cylinder andpiston associated therewith, said cylinder providing a combustionchamber, means introducing air to said engine crankcase, and meansinjecting fuel to said engine against the under face of said piston formixture with the air in the crankcase.

7. In an internal combustion engine having a cylinder providing acombustion chamber, a crankcase providing a fuel and air compressingchamber, a piston separating said chambers, means introducing air tosaid crankcase and means for supplying fuel to said crankcase, said lastmentioned means adapted to direct the fuel against a surface of thepiston head face bounding said compressing chamber, and means forpassing the compressed fuel and air mixture to the combustion chamber.

8. In an internal combustion engine having a cylinder providing acombustion chamber, a crankcase providing a fuel and air compressingchamber, a piston separating said chambers, means introducing air tosaid crankcase, and means for supplying fuel to said compressingchamber, said means adapted to direct the fuel within the piston, andmeans passing the compressed fuel and air mixture to the combustionchamber.

9. In an internal combustion engine having a cylinder providing acombustion chamber, a closed fuel and air mixing chamber separate fromthe combustion chamber, said cylinder having an air inlet port and anexhaust port, said piston controlling passage of air from said air inletport to said mixing chamber, means responsive to air pressure in themixing chamber for injecting fuel into said chamber, and means passingthe fuelmixture from said mixing chamber to said combustion chamber.

10. In an internal combustion engine having a cylinder providing acombustion chamber, a fuel and air mixing chamber separate from thecombustion chamber, said cylinder having an air inlet port and anexhaust port, said piston controlling passage of air from said air inletport to said mixing chamber, means responsive to air pressure in themixing chamber for injecting fuel into said chamber within said piston,and means passing the fuel mixture from said mixing chamber to saidcombustion chamber.

11. In an internal combustion engine having a cylinder providing acombustion chamber, a fuel and air mixing chamber separate from thecombustion chamber, said cylinder having an air inlet port and anexhaust port, said piston controlling passage of air from said air inletport to said mixing chamber, means responsive to air pressure in themixing chamber for injecting fuel into said chamber against the pistonface bounding said mixing chamber, and means passing the fuel mixturefrom said mixing chamber to said combustion chamber.

12. In an internal combustion engine having a piston and cylinder and acrankcase, a rotor in said crankcase, air supply means for thecrankcase, means injecting fuel into the crankcase against said rotor,and means for passing the fuel mixture from the crankcase to thecylinder.-

13. In an internal combustion engine having a piston and cylinder and acrankcase, a crankshaft within said crankcase connected to said piston,air supply means for the crankcase, means injecting fuel into saidcrankcase to impinge against the crankshaft so as to be distributed bysaid crankshaft in the crankcase, and means passing the fuel mixturefrom the crankcase to the cylinder.

14. In an internal combustion engine, a cylinder, a piston operablewithin the cylinder, a crankcase having an opening, a flexible wallclosing said crankcase opening and adapted to be flexed in response tocompression pressure within the crankcase, and a fuel injection devicecarried by said flexible wall.

15. In an internal combustion engine, a cylinder, a piston operablewithin the cylinder, a crankcase having an opening, a flexible wallclosing said crankcase opening and adapted to be flexed in response tocompression pressure within the crankcase, and a fuel injection deviceassociated with said flexible wall and actuated in response to flexingof same to inject fuel into the engine crankcase.

16. In an internal combustion engine having a cylinder, a piston and acrankcase providing a closed fuel and air mixing chamber, meanscontrolled by the piston for controlling the introduction of air intothe crankcase, and fuel injection means for introducing fuel into thecrankcase for mixture with the air previously introduced therein.

17. In an internal combustion engine having a cylinder, a piston and acrankcase providing a closed fuel and air mixing chamber, meanscontrolled by the piston for controlling the introduction of air intothe crankcase, fuel injection means for introducing fuel into thecrankcase for mixture with the air in said crankcase, and means actingon the fuel for directing same against a fuel distributing surface tofacilitate the mixing of the fuel with the air in said crankcase.

18. In an internal combustion engine having a cylinder, a piston and acrankcase providing a closed fuel and air mixing chamber, meanscontrolled by the piston for controlling the introduction of air intothe crankcase, fuel injection means for introducing fuel into thecrankcase for mixture with the air in said crankcase, and means actingon the fuel for directing same against the underside of the piston tofacilitate the mixing of the fuel with the air in said crankcase.

19. In an internal combustion engine having a cylinder, a. piston and acrankcase providing a closed fuel and air mixing chamber, meanscontrolled by the piston for controlling the introduction of air intothe crankcase, and fuel injection means including an orifice openinginto the crankcase for introducing fuel into the crankcase for mixturewith the air therein.

20. In an internal combustion engine having a cylinder, a piston and acrankcase providing a closed fuel and air mixing chamber, meanscontrolled by the piston for controlling the introduction of air intothe crankcase, fuel injection means for introducing fuel into thecrankcase for mixture with the air therein, and regulable meansassociated with said air intake means.

21. In an internal combustion engine having a cylinder, a piston and acrankcase providing a closed fuel and air mixingchamber, meanscontrolled by the piston for controlling the introduction of air intothe crankcase, fuel injection means for introducing fuel into thecrankcase for mixture with the air therein, regulable means associatedwith said air intake means whereby to control the air pressure producedinsaid crankcase, and means responsive to com pression of the air withinthe crankcase for causing operation of said fuel injection means.

JOSEPH M. STOUT.

